Month: August 2019

What is it?

For 40 years, the Vauxhall Astra has been a mainstay of the British car market. Since the first iteration was introduced in 1979, more than 3 million units have been sold and seven generations have elapsed – making it one of Britain’s favourite models.

Now, Vauxhall has revealed the mid-generation facelift for the seventh generation, and with it is offered with a series of new updates to bring up to scratch against the likes of the latest Ford Focus, Hyundai i30 and new Kia Ceed. But can the Astra maintain a high level of popularity with the British public in refreshed guise? We get behind the wheel to find out…

What’s new?

Surprisingly for a mid-life facelift, there’s quite a lot new here. Vauxhall, now under the stewardship of French giants PSA Group, has added a completely new range of engines and transmissions to suit. The firm has also been hard at work in the wind tunnel, claiming to make this Astra the most aerodynamically efficient model in its class – with the estate Sports Tourer said to be even sleeker. Chassis tweaks have been made to the Astra for improved comfort and damping control over bumps.

There has also been a cull of the trim levels, with Vauxhall now offering seven specifications for people to choose from. But with that comes new features, such as infotainment touchscreens as standard across the line-up, while wireless charging, a digital instrument display and ergonomic sports seats fitted to the top-end models.

What’s under the bonnet?

As previously mentioned, the refreshed Astra comes with a series of new engines – three to be precise. There are two petrol blocks – measuring 1.2- and 1.4-litres in size – and a single diesel unit, a 1.5-litre. All three engines are three-cylinder units.

We tried the highest output petrol, the 143bhp 1.2-litre, which also develops 225Nm of torque. Alongside a six-speed manual transmission, the Astra can get from 0-60mph in 8.8 seconds and reach a top speed of 137mph.

With this combination on board, the hatchback feels more than fast enough and nice to use. You can rev the engine quite highly before needing to change gear and it feels well-refined. Through the WLTP cycle, it’s claimed that this Astra can return up to 54.3mpg and just 99g/km CO2.

Here’s Vauxhall’s facelifted Astra. Nice to drive and the new equipment is very handy indeed pic.twitter.com/ncQ70bwtTF

— Jack Healy (@jack_healy19) August 30, 2019

 

What’s it like to drive?

Chassis changes are telling, as the Astra felt stable and composed on the bumpy test route weaving through the Leicestershire countryside. A few bumps were transferred into the cabin, but they were few and far between, while wind and road noise is well-concealed. Having only driven on 17-inch alloys, we can confirm that it feels well-damped with these alloys fitted.

There is a lack of feel due to the electronic steering, but it’s direct and only goes to understeer when really pushed. When cruising, the Astra settles down very well and will remain a favourite for those needing a cossetted hatchback for long distances. Despite the sloping roofline and smaller rear windows, all-round visibility is good, while it’s easy to get comfortable with a height and reach-adjustable steering column and well-bolstered seats with adjustable lumbar support.

How does it look?

With the facelift comes a new fascia, which features more prominent chrome detailing and a new grille for a sportier look. And that new front-end is the start of a much sleeker vehicle, with this Astra the smoothest-looking yet. All of these design changes, including special flaps behind the grille to direct airflow, have all been added to improve fuel efficiency.

Vauxhall also continues to offer the Astra with the class-exclusive Matrix LED headlights, with the units featuring a signature design. LED daytime running lights are fitted as standard. The rear is almost identical to before. It’s certainly not an ugly car and we’d say it looks smarter – although we think the Sports Tourer estate version is the better looking of the two body types.

What’s it like inside?

Vauxhall has incorporated a series of new features into the cabin and has decluttered the dashboard considerably. It’s well put together and solidly built, with scratchy plastics few and far between. It isn’t the most exciting cabin in the world, but it does the job more than well enough. The Elite Nav model we tested also came with leather upholstery throughout, with the front sports seats being very comfortable.

The facelifted Astra is also rather spacious, with even taller drivers allowing for lots of legroom in the rear. The 370-litre boot space is also well-shaped and the boot lip isn’t too high either, making it easy to load and unload.

What’s the spec like?

With the refreshed model, Vauxhall has ensured that entry-level options come with a good standard of equipment. Starting from £18,885, the base SE model features 16-alloy wheels, a seven-inch touchscreen infotainment system, smartphone mirroring, air conditioning, Bluetooth and cruise control – covering all the essentials.

In the Elite Nav trim we tried, Vauxhall also includes 17-inch alloys, an eight-inch touchscreen, climate control, leather seats and steering wheel with heating function, front camera system, LED headlights and an eight-inch digital instrument cluster. Prices for that start from £23,955. Our test car also came with front and rear parking sensors – an option box we’d definitely tick – and a heated windscreen, with a few other additions besides, taking the total cost to £26,210.

Verdict

With the new range of engines and equipment, Vauxhall has done an impressive job with this mid-life refresh for the Astra. It may not be as complete as the rival Ford Focus, but it manages to be comfortable, nice to drive and spacious – all the things a typical hatchback buyer needs.

The automatic transmission on the diesel is a major let down though, so we’d recommend going for the manual gearbox if you’re going to plum for the more efficient engine.

This mid-life update is a good step up for the Astra, and on the whole, makes it a more appealing package. It’s likely to remain incredibly popular with its core market and continue to be a strong contender in the large hatchback segment.

Facts at a glance

• Model: Vauxhall Astra Elite Nav
• Price: £26,210
• Engine: 1.2-litre petrol
• Power (bhp): 143
• Torque (Nm): 225
• Max speed (mph): 137
• 0-60mph: 8.8 seconds
• MPG: 54.3
• Emissions (g/km): 99

Getting a car into production is no easy feat – a lot of changes and complications can occur along the way. Though many may make the cut, it’s not unusual for some cars to get close to reality before being prematurely axed, destined to never hit the road.

These elusive machines leave a lot of ‘what if?’ questions, and sadly we’ll never know the answer. We’ve picked out some of the best cars that could’ve been…

Honda NSX V10

That’s right, the reborn NSX almost reached production with a V10 – and a front-mounted one, in fact. Back in 2008, videos and pictures emerged of Honda testing a camouflaged sportscar, sparking a lot of excitement from fans of the ‘90s icon.

Unfortunately, Honda scrapped the idea to focus on more fuel-efficient models, meaning the front-engined V10 NSX never saw the light of day. Well, it partially did actually, in the form of the HSV-010 race car — though a road-going variant wasn’t to be. The NSX instead was reborn as a mid-engined, V6 hybrid machine that’s still interesting — but it could’ve been a whole different beast…

Jaguar C-X75

 

You may recognise this sleek supercar from the Bond movie Spectre where it was used to chase 007 and his Aston Martin DB10 through the streets of Rome. The development C-X75 features a hybrid powertrain consisting of batteries that were charged by two diesel-fed micro gas turbines, while the production model was set to replace the turbines with a small internal combustion engine.

In 2011, Jaguar had plans to put the C-X75 into limited production, with the British brand announcing that a maximum of 250 cars would be produced and each costing just under £1 million. Just a year later though, the project was canned.

BMW M3 Compact

 In an attempt to attract younger buyers into the showroom, BMW thought of producing an M version of the ‘90s 3 Series Compact. The German firm even built a prototype featuring the E36 M3’s 317bhp straight-six engine – although the production model was likely to receive a less powerful six-cylinder – and a 150kg drop in weight. Sadly, it was never to be.

Range Rover SV Coupe

 This niche two-door luxury SUV was very much set for production. Land Rover was going to make 999 examples, each costing around £240,000, until the manufacturer informed customers that it had decided not to go ahead with the model earlier this year.

Instead, as with most of the carmakers on this list, it decided to focus on other, future products, including electrification. Maybe 5.0-litre supercharged V8 SUVs with only two doors isn’t such a booming segment after all.

Lamborghini Estoque

 

Now this is a complicated one – there’s no shortage of rumours and speculation surrounding the Estoque. In 2008, Lamborghini came out with this – a four-door concept car with a V10 powerplant under the bonnet.

The Italian supercar manufacturer never officially announced the car would go into production, to a lot of enthusiast’s disappointment, but that didn’t stop the reports of the car hitting the roads.

What is it?

Many might consider the Polo, Golf and Passat as Volkswagen’s longest-serving nameplates on sale today, but it is in fact the Transporter van that holds this accolade – offering an astonishing 70 years of service to breakdown firms, couriers and independent businesses.

We’re now in the Transporter’s sixth generation, hence the T6 – a logical nameplate, for a change – with over 12 million being sold since 1949. It’s also Volkswagen’s best-selling van by some distance, and the fourth most popular overall van in the UK.

Four years after the T6 first went on sale, here we have the facelift T6.1, but can it deliver?

What’s new?

The days of vans being backwards next to cars are long over, and this latest Transporter shows this vividly – predominantly in the cabin.

A new dashboard gives the Transporter an ever more car-like feel, while VW has bolstered connectivity levels through the standard 6.5-inch touchscreen with smartphone mirroring and VW’s ‘We Connect’ range of online services.

Safety has also been enhanced significantly, with the Transporter coming as standard with new driver assistance features, such as autonomous emergency braking and crosswind assist – the latter automatically applies brakes if the van becomes unstable.

The Transporter has also been given a trademark ‘nip and tuck’ facelift, but more on that later.

What’s under the bonnet?

Volkswagen ditched petrol engines a couple of years ago in the Transporter (they accounted for just one per cent of sales, says VW) so diesel completely rules here, and it’s the infamous 2.0 TDI that accounts for all versions.

To meet tight emissions regulations, there has been a few changes to the line-up – some engines becoming more powerful; others less. In the new engine range power outputs of 89, 108, 148 and 196bhp are now offered.

Our test van is the 108bhp version, which is paired to a five-speed manual gearbox. This level of power doesn’t sound much, but a plentiful 250Nm of torque means that this engine is surprisingly eager to get up to speed.

Next year Volkswagen will also introduce an all-electric version of the Transporter – broadening the van’s appeal further.

What’s it like to drive?

The Transporter has always had refinement on its side, and this facelift has thankfully not changed that.

It remains one of the best vans to drive on sale today – offering a comfortable and supple ride (ideal for delivery drivers bouncing over seemingly invisible speedbumps). As with any van, when it’s unloaded, the lack of sound insulation is noticed immediately, but once fully loaded (we tried both) it helps to iron out the issue.

The relatively light steering is also a bonus around town – making the Transporter no more difficult to manouevre than a typical hatchback, albeit opting for rear parking sensors and a reversing camera would likely be a worthy investment to make from the options list.

How does it look?

The cynical might compare the styling of the new T6.1 (the ‘.1’ meant to resemble an iPhone-style update) to the T5, which debuted in 2003. However, a lot has changed in that time – it’s just hard to go too outlandish with a commercial vehicle’s design.

The most notable changes are at the front, which is headed up by new twin headlights (LEDs on range-topping models), along with revised daytime running lights. A redesigned front bumper is another feature on the facelift, along with a new grille with a more imposing chrome strip.

Choosing between the trim levels can hugely affect the van’s looks, as opting for the entry-level Startline brings black plastic bumpers and steel wheels, while those wanting something a bit classier to look at should choose the Highline – bringing alloys and painted bumper trim.

What’s it like inside?

Step inside the T6.1, and purely looking at the dash you could be forgiven for thinking you were in a Polo or Golf – the quality is that good. The plastics all feel solid and built to stand the test of time, with the switchgear also being easy to use.

A big difference on this update comes in the form of the now standard 6.5-inch touchscreen – known as ‘Composition Colour’. While not coming with satellite-navigation, it brings smartphone mirroring and We Connect, which adds a host of online connected services. These include access to emergency call and a parking locator.

Up front there is also a decent amount of room for adults to sit three abreast, while the load bay is also a generous size, with buyers able to choose a long-wheelbase version – adding an additional 40cm of room. Unfortunately, VW has not yet announced details on the payload of the Transporter.

What’s the spec like?

Volkswagen has made big strides when it comes to the standard equipment of the Transporter, with features such as electric windows, electric mirrors, Bluetooth and a 6.5-inch touchscreen all now being added to the list of kit included. The Startline is the base model, with provisional prices expected to start from £21,635. Full pricing will be revealed when order books open in November, though it’s expected to be slightly more than comparative rivals.

From launch the only other grade available on the van will be the Highline, which gains alloy wheels, painted bumpers, cruise control, rear parking sensors and a heated windscreen. It’s the best-selling trim – being most popular with independent businesses and one-man-bands, with the Startline being the fleet favourite.

The Transporter van annoyingly misses out on certain features found on other T6.1 derivatives (Caravelle, for example) – such as digital dials and the Volkswagen Group’s latest 9.2-inch MIB3 infotainment system.

Verdict

The Transporter has long been regarded as one of the best vans on sale today, and that continues with the T6.1. It is now more connected than ever, and comes with a much lengthier list of standard equipment.

These improvements have only enhanced the Transporter, which will likely continue to make this model one of the best-selling vans on sale in the UK. However, it’s only when full pricing and technical data is announced when we’ll know if the T6.1 is class-leading.

The performance SUV sector is booming. When the likes of Lamborghini and Alfa Romeo join the fray, you know things have become serious – and consumers are snapping them up thick and fast.

But with high performance, more often than not, comes a high price tag too. However, there are some used examples which offer all the thrills of a performance SUV at a fraction of the price. Here, we’re looking at some of the best for under £25,000.

Audi SQ5

Audi’s first-generation SQ5 was one of the first all-rounder sports SUVs. Diesel-powered (the SQ5 was the first oil-burner Audi S model, in fact) and effortlessly understated, its twin-turbocharged V6 produced well over 300bhp, and could go from 0-60mph in under five seconds.

Of course, being an Audi quality was rock-solid with the SQ5, while residuals have remained strong owing to that premium badge and the car’s excellent performance. Even so, you should still be able to nab a tidy example for under our £25,000 budget.

Porsche Macan

It’s cheating a little to include the first-generation Macan alongside the SQ5; the paired shared many components after all. However, the Porsche separated itself from its Ingolstadt cousin by its driving dynamics – which were sharper – as well as its interior, which felt more driver-focused than the SUV with four rings on the front.

The Macan S was the pick of the bunch, with a 3.0-litre petrol V6 providing ample punch. Fortunately, these are a great buy on the used market – and our £25,000 price cap will net a clean example of Porsche’s baby off-roader.

Mercedes ML63

The Mercedes ML – now known as the GLE – was one of the founders of the regular SUV range, offering go-anywhere capabilities as well as a top-notch level of luxury. However, for those with a little more need for speed, there was the AMG-fettled ML63 version.

Based on the second-generation ML, it featured a naturally-aspirated 6.2-litre V8 under the bonnet (other versions used a 5.5-litre V8), driven through a seven-speed automatic transmission. It could go from 0-60mph in just 4.8 seconds, bellowing and shouting the entire way. It’s certainly a car for those who like to make an entrance, this.

BMW X5 M50d

Much like the Mercedes, BMW’s X5 has been a mainstay in the SUV segment for some time now. And, like the car with the three-pronged star, there’s a performance version of it too, for those who like to sit up high but go quickly too.

Called the X5 M50d, early variants were powered by a beefy 3.0-litre straight-six diesel – the 5 on the back paid no relevance to engine size on this occasion, unfortunately. That said, it still represents great value for money, with plenty of options for under £25,000.

Range Rover Sport 5.0-litre

Range Rover’s first-generation Sport was a more dynamic take on the well-known off-roader. It combined the luxurious edge associated with the brand together with a more road-orientated dynamic setup.

It could also be fitted with a supercharged 5.0-litre V8, giving the Sport monstrous performance as well as a raucous soundtrack. And guess what? You can get used examples for well under our £25,000 budget

Volkswagen Touareg V10 TDI

A V10 powered SUV may sound absolutely ludicrous, and to be quite honest, it is, but Volkswagen made one and we’re grateful for it.

The Touareg V10 didn’t just use any 10-cylinder engine though, rather an unconventional diesel-powered unit. The result is masses of torque low in the rev range — ideal for spooking a supercar or two.

Summer holidays don’t have to mean cheap flights to far flung corners of the continent. Sometimes, a European road trip can be a great way to get away from the hustle and bustle of life while seeing new parts of the world.

However, as you drive around Europe — or even popular UK tourist destinations — you might notice that not all number plates are the same. In fact, every country has its own set of rules that dictate the order of the letters and numbers, and often you can glean information such as the year the car was first registered or even where it was first sold.

Read our guide to learn the rules behind some of Europe’s number plates so you can decipher them out on the road…

Germany

The German number plate is incredibly simple. The first one to three digits are dictated by the vehicle’s registration district, which is followed by a combination of one or two letters and one to four numbers that form the vehicle’s unique identifier.

Typically, larger districts will have a single letter, such as B for Berlin and F for Frankfurt, to allow more variation for smaller districts. Meanwhile, electric vehicles have an ‘E’ as the final letter instead of a number, while classic cars over 30 years old end with an ‘H’.

Between the district ID and vehicle ID are two stickers, which are a vehicle inspection sticker and federal state sticker, which identify the number plate as legally registered.

Italy

Italy’s number plates have undergone several revisions over the years, with the latest system introduced in 1994 and refined in 1999. It uses the format of two letters, three numbers and two letters, with a blue band either side. On the left, the typical EU country code – in this case ‘I’ – and on the right, the code for the province and year the vehicle was registered in. This latter section is optional, though.

Other than that, though, the lettering is random, so if the owner hasn’t opted to include the province code on the right-hand side, there’s no information to be gleaned. However, some authorities have special codes in red at the start of the plate, such as EI for the military or VF for firefighters.

France

Our friends across the channel introduced their latest system fairly recently, largely copying Italy in 2009. It follows the same two letters, three numbers, three letters format, with the blue strip on the right dictating a region.

Where it differs from Italy is in the fact that the region’s emblem or coat of arms is used in place of letters, while a number is used to indicate the department within that region. Also, where the vehicle is actually registered doesn’t matter – the first owner chooses whichever region and code they’d like.

Spain

Spain has a very simple set-up that counts vehicles nationwide, meaning a little information can be gleaned from the alphanumeric set, which is four numbers followed by three letters.

The first four numbers start with 0000 and end with 9999, and each vehicle that is registered gets the next number up, for example 0000, then 0001, 0002, etc. The three letters are a combination of consonants that started with BBB and will end with ZZZ. This gives 80 million possible combinations.

Once a letter combination hits 9,999 registered vehicles, it rolls over to the next letter combination, and the counter goes back to 0000. For example, 9999 BBB would be followed by 0000 BBC, and 9999 KBB would roll over to 0000KBC.

This means you can generally tell whether a car is new or old based on the letter combination.

Russia

If you’ve spent any time on YouTube you’ll no doubt have fallen down the Russian dashcam rabbit hole, so understanding the number plates might actually be quite interesting.

Private vehicles use the format of one letter, three numbers and two letters – to make sure the number plates are easy to understand when Russians driving their vehicles abroad, few Cyrillic symbols, which are used in the Russian alphabet, are used. The combination is random.

To the right-hand side in a box is the region number the vehicle is registered to. Most regions have just one number, but there’s a limit of 1,726,272 vehicle IDs per region, so some densely populated areas have been given multiple region codes – Moscow has eight, for example.

What is it?

In case you hadn’t noticed, SUVs are big business now. Hatchbacks and small estates continue to be shunned in favour of compact off-roaders and crossovers – and Skoda is a company well aware of this. It’s why it has now bolstered its SUV line-up with this – the new Kamiq – which sits alongside the Karoq and Kodiaq in the firm’s range of high-riders.

It’s based on the same underpinnings as the Volkswagen Polo and Seat Arona. A compact platform, that’s for sure, but one that affords a fair degree more interior space than its dinky proportions would lead you to believe.

What’s new?

As we’ve mentioned, that compact platform underpins the Kamiq, and you’ll find many other aspects of the car influenced by Skoda’s Volkswagen Group owners too. The benefit of this is that there are many high-end functions now available on the pint-sized Czech machine, such as lane keep assist, front assist with city emergency braking and predictive pedestrian protection too.

There’s plenty of interior tech on offer here too – though we’ll cover this in more detail later on – while Skoda has fitted systems such as Apple CarPlay and Android Auto to ensure that even the most tech-savvy aren’t left disappointed.

Driving the new Skoda Kamiq. Diesel power for this one pic.twitter.com/JIkLZNdYoc

— Jack Evans (@jackrober) August 21, 2019

What’s under the bonnet?

Powering our particular Kamiq is a 1.0-litre turbocharged petrol engine putting out 113bhp and 200Nm of torque. Despite its compact size, this powertrain can push the Skoda from 0 to 60mph in a snick under 10 seconds, and flat-out you’ll be doing a heady 120mph.

But of course, efficiency is further up the agenda here than outright performance, so it’s good to see that the Kamiq can return up to 53.3mpg while emitting between 120 and 150g/km CO2, depending on trim. Here, our car utilises a six-speed manual gearbox, though a DSG auto is available too.

Skoda believes that this engine is likely to be the most popular, though it is joined in the range by a larger 1.5-litre petrol, and a 1.6-litre turbocharged diesel too.

What’s it like to drive?

Given that the Kamiq rides considerably higher than the Scala hatch, you could forgive the dinky SUV for wallowing a little in the bends. However, this isn’t the case. When pushing on, the Kamiq handles admirably, managing its taller ride height impressively well. The ride quality is also superb – no Skoda-related pun intended – and it’s helped by a distinct lack of road noise, though there’s a little bit of wind chatter.

The steering is relatively lifeless but accurate, and the 1.0-litre engine under the bonnet does a decent job of getting the Kamiq up to speed in good enough time – though it can be a little vocal under hard acceleration.

Our car rode on standard springs; Skoda now offers selectable dampers on the Kamiq, giving you the option of firming up the ride for a more ‘sporting’ feel. In truth, we’d be happy without the option – the Kamiq rides just fine as it is and firming it up seems a little unnecessary.

How does it look?

You could argue that the appearance of the Kamiq is that of the larger Karoq albeit put on a hot wash, but you can’t argue with Skoda’s approach here. It has managed to give its cars a distinct ‘face’, and there’s a definite lineage between the SUVs ranging from the Kamiq up to the Kodiaq which helps to give the line-up a far more ‘family’ orientated look.

It’s a smart design, though, with squat, boxy proportions combining with chrome accents and gloss black detailing to give a well-rounded overall appearance. The smallest 16-inch alloys could end up looking a little lost in the arches despite the car’s compact size – though we’d expect that most buyers will opt for the largest 18-inch versions.

What’s it like inside?

Despite being on the same platform as the pint-sized Seat Arona, the Kamiq has a long wheelbase which means it’s able to offer more interior space. It’s noticeable, too; sit in the back and there’s plenty of leg- and headroom, even for taller passengers. Our car came with a panoramic sunroof and – bucking the trend you usually find with this option – it didn’t impede headroom at all.

Up front, things are light and airy. There are some cheaper plastics to be found, but then this is to be expected of a car in this segment. The top of the dash has been trimmed in a soft-touch rubberised material, though, and this really does help lift the overall perception of quality in the cabin.

When it comes to boot space, there’s 400 litres of seats-up room available, and this can be boosted up to 1,395 litres by folding the rear seats down. It’s impressive – a Volkswagen Golf can only offer 380 litres, for context.

What’s the spec like?

All cars get a version of infotainment system, though the screen’s size varies depending on specification, going from a base 6.5-inch unit right the way up to 9.2 inches. A new built-in eSIM means that the Kamiq’s satellite navigation can be consistently kept up-to-date, and also allows drivers to access Skoda’s mobile online services.

As mentioned, Apple CarPlay and Android Auto are included as standard, which helps to integrate a smartphone into the car’s system via a cable – or wirelessly via the Wireless Smartlink optional extra. And, as we’ve seen on other cars released recently, the Kamiq packs USB-C ports – so if you’re using older USB connections, you’ll need to buy an adaptor.

Verdict

There’s really no reason why you wouldn’t be happy to find yourself with the keys to a Kamiq. It’s arguably one of the most practical and spacious cars in the segment, and it’s backed up by willing driving characteristics too. Though prices haven’t been released yet, we’ve been tipped off that mid-range SE cars fitted with the 1.0-litre engine we’ve driven here will come in at just under £20,000, and given the amount of tech on board, overall build quality and sparkling driving dynamics, that seems quite the deal to us.

Facts at a glance

• Model as tested: Skoda Kamiq
• Price: £TBA
• Engine: 1.0-litre turbocharged petrol
• Power (bhp): 113
• Torque (Nm): 200
• Max speed (mph): 120
• 0-60mph: 9.7 seconds
• MPG: 42.8-53.3
• Emissions (g/km): 120-150

It’s commendable when a car design team comes up with an idea that defies convention, but while it has sometimes paid off, the envelope can be pushed either too early, or the wrong way entirely.

From electric cars that came too soon, to concepts to change the face of mobility as a whole, these are the outlandish cars that tried in vein to be inventive.

Sinclair C5

Sir Clive Sinclair made headway in the early days of computing with his eponymous company and products like the ZX Spectrum, but not all ventures equated to success for the entrepreneur.

His interest in electric cars resulted in the formation of Sinclair Vehicles, which debuted the pedal-assisted C5 in January 1985. Production had stopped by August, and the company as a whole went into liquidation in November, after sales and reviews of the early EV proved equally poor.

While the C5 still retains something of a cult following today, don’t expect a revival any time soon; the concept is likely not best suited to the modern world of legislation and lawsuits.

General Motors EV 1

With a touted electric range as high as 160 miles (for post-1999, second-generation cars), and charging times that still don’t read terribly today, the General Motors EV 1 looked like a real leap-forward in emissions-free motoring when it debuted in 1996.

The cars were distributed to the public on a lease basis, and in 2002, all of the cars were pulled from the road. Controversially, a majority were then destroyed, while others would arrive at educational establishments or museums in deactivated form.

While those who leased the cars understandably didn’t want to let them go, an alleged cost to GM of $250,000 per car versus a $300 per month lease fee may go some way to explaining the project’s demise.

Nissan GT-R LM Nismo

It is rare that we feature racing cars in lists of this nature, but it’s equally rare for a manufacturer this big to make something this radical, and for it to go this badly wrong. Nissan was hardly coy with the project, either; the GT-R LM Nismo even played a starring role in a Super Bowl advert in 2015.

That year’s Le Mans 24 Hours saw the racing debut of the car, which was unique among its premiere (LMP1) class rivals for being front-engined. It also delivered its internal combustion engine power to the front wheels, with an electric motor delivering power to the rear axle.

Unfortunately, development for the GT-R was troubled, and on race weekend the car was 20 seconds per lap off the pace. None of the three entries were classified as finishers, and while development continued until the year’s end, the project was cancelled before it ever raced again.

Proton Gen-2

Sold in the UK as a unique ‘dual-fuel’ car, the Gen-2 could accept either petrol or LPG. The fact that it could be fuelled on the latter was touted as the main selling point for the Proton, which was a problem for two reasons.

Firstly, LPG wasn’t readily available at many fuel stations when the Gen-2 arrived in 2008 – and it still isn’t a decade on – plus, beyond the duel-fuel gimmick, it wasn’t a particularly great car.

DMC DeLorean

The worst thing a manufacturer can do is yell from the rooftops about proposed innovations, and then fail to deliver.

The DeLorean was supposed to feature a Wankel rotary engine, and the chassis was to be built using a new manufacturing method dubbed elastic reservoir moulding. However, both of these plans, as well as other outlandish ideas, had to be scrapped, and the car was instead almost completely re-engineered.

A brief production run of what proved to be an underpowered, far from perfect vehicle persisted from 1981 to 1983 in Northern Ireland. From there, it was destined to be a history book footnote, until Marty McFly arrived to propel the car to 88mph and perpetual cult icon status.

Aston Martin Lagonda

With a look that can generously be described as bold, the Lagonda really owed it to itself to be as radical as its design would have you believe. And to Aston Martin’s credit, it certainly tried.

With LED dashboard displays, touch pad controls, a gas plasma display and plenty of other quintessentially 1970s innovations, the interior of the Lagonda was straight out of a Tomorrow’s World episode.

Unfortunately, these innovations were as unreliable as they were bewildering to customers, and despite soldiering on from 1974 until 1990, well under 1,000 were built and sold.

What is it?

Ssangyong may only be the third-most-popular car manufacturer to come from South Korea, but the firm is slowly edging its way towards the mainstream with a new set of more refined and well-equipped vehicles. And here is its challenger for the ever-booming crossover market, the Korando.

Now in its fourth generation, Ssangyong hopes that the latest Korando can be a more compelling rival to market mainstays like the Nissan Qashqai and Kia Sportage, and transform the firm from an also-ran into a more credible option.

What’s new?

Comparing the new Korando to the previous generation is like comparing chalk and cheese. Ssangyong has done a remarkable job of transforming the crossover into a sharper-looking model after the previous generation’s much curvier look.

The South Korean firm has added a series of new features to bring it up to scratch with its closest rivals. That means clear touchscreen infotainment set-up, a fleet of driver assistance systems and a new engine line-up incorporating both diesel and petrol units.

Here’s Ssangyong’s new Korando… and some sheep pic.twitter.com/ZXqKY9MotO

— Jack Healy (@jack_healy19) August 20, 2019

What’s under the bonnet?

Ssangyong is offering the latest Korando with two engines in the UK – a 1.6-litre diesel and a 1.5-litre turbocharged petrol engine, with the latter arriving on these shores in December. The petrol will be paired to either a six-speed automatic or six-speed manual transmission – although the manual won’t be available until January next year – while two- and four-wheel drive is offered as well. The diesel is only supplied with the auto ‘box and four-wheel drive.

With the 1.6-litre diesel, the Korando has 134bhp and 324Nm of torque at its disposal, allowing the crossover to get from 0-60mph in just under 12 seconds and reach a top speed of 112mph – although performance isn’t likely to be a deciding factor for potential Korando drivers.

Ssangyong claims that the Korando, in top-spec Ultimate guise with the diesel engine and four-wheel drive, will achieve economy figures of 43.5mpg and 171g/km CO2, although these are yet to be finalised.

What’s it like to drive?

On start-up or when pulling out from a junction, the diesel unit can sound a bit gruff and the gearbox can lag after putting your foot down. But once out and about, the Korando quietens down and becomes pleasant to cruise in. Around the twisty and narrow Cotswolds test route, the Korando doesn’t feel too big either, while the lighter-than-expected steering makes it great around town.

Ssangyong UK’s managing director Nick Laird said that the new Korando was looking to be more than just an option for people who tow, but the lower down torque of the diesel will still cater to the model’s usual market. The Korando does, however, feel overly firm for our liking, and having tried the model on both the entry-level 17-inch and top-spec 19-inch alloys, that feeling is consistent across the range.

The four-wheel-drive option is the one to go for, as the front-wheel-drive option doesn’t put its power down as smoothly making progress less smooth, while the steering isn’t quite as direct.

How does it look?

This is easily the most handsome Korando so far and the South Korean firm has done a great job of helping it stand out. The sharper lines of the bonnet, wheel arches and rear end make this model much more appealing and modern than before. Having the extra chrome detailing across the front grille and at the back make the Korando look that bit more upmarket, too.

Both the mid-spec Pioneer and top-end Ultimate editions look good, but the Ultimate version comes with some good looking five-spoke 19-inch alloy wheels that match the car better and look marginally better in our eyes.

What’s it like inside?

Ssangyong has made a large step in terms of quality with the Korando, and the interior of the Ultimate model we drove was very pleasant indeed. Fitted with heated and ventilated leather seats, a sturdily built centre console and clear displays, the cabin feels up to the level of its closest rivals – and in the case of the screens, it’s actually better.

The cabin feels very spacious, with even a tall driver behind the wheel allowing enough space in the back for adult passengers. The boot is a tad smaller than you might hope, although there is underfloor storage space on the Ultimate model. That means a load space of 551 litres, which can be extended to 1,248 litres with the rear bench folded down.

What’s the spec like?

As expected, the Ultimate is the pick of the four-trim offerings and it comes handsomely equipped. Starting from a competitive £26,495 with the forthcoming petrol engine installed, this Korando gets all-leather seats, dual-zone climate control, a nine-inch touchscreen infotainment display, Apple CarPlay and Android Auto connectivity, a 10.25-inch customisable digital instrument display and a powered tailgate.

LED headlights, rear privacy glass, interior mood lighting and 19-inch alloy wheels help finish the look of the model. Starting from the same price as the Ultimate model, Pioneer models feature a two-tonne towing capacity, leather and cloth upholstered seats, 17-inch alloy wheels, heated front seats, parking sensors and an eight-inch touchscreen. Although it may not be as well-equipped as the Ultimate, this version is squarely aimed at the towing market, and for those drivers, it’s an appealing package.

Verdict

While the Korando may not have been in the consideration of many crossover buyers, this new version should be. Its driving experience does fall a little short of its closest rivals, but the fourth iteration of the Korando is a much better package than before and can hold a candle to its South Korean rivals. The Ssangyong brand isn’t as well-known as Hyundai or Kia, but the new Korando could be the car to help bring it into the public view more than ever.

Facts at a glance

• Model: Ssangyong Korando Ultimate
• Price: £31,995
• Engine: 1.6-litre four-cylinder diesel
• Power: 134bhp
• Torque: 324Nm
• Max speed: 112mph
• 0-60mph: 11.8 seconds
• MPG: 43.5
• Emissions (g/km): 171

Car enthusiasts will often tell you that the best cars come from days gone by. They say modern cars are too big, too heavy, and lack the immediacy of response you get from older cars.

That may be true in many cases, but there are still plenty of exhilarating lightweight performance cars that hark back to a rose-tinted era. Here’s our pick of the best…

Mazda MX-5

If you’re looking for an affordable drop-top sports car, there are few better than the iconic Mazda MX-5.

While some may argue it lost its way over the years, Mazda has hit back with a car that returns to its roots. In entry-level 1.5-litre form, it weighs less than a tonne, and despite lacking power, is great fun on a twisty back road.

Toyota GT86

The GT86 shares a spirit with the MX-5, but the Toyota offers a much more driver-focused experience. It’s also only available as a coupe, so those who want the wind in their hair should look the Mazda’s way.

But opt for the Toyota and you have one of the best sports car bargains on the market. It’s a simple car that delivers brilliantly at what it does. And if 197bhp isn’t enough, there are plenty of tuning options to get more out of that Subaru-sourced engine.

Porsche 718 Cayman

In the premium sports car market, the Porsche Cayman has been top dog for decades. It’s easy to see why – handsome looks, loads of kit, and a fantastic driving experience are all combined in one well-made package.

And while the Cayman is the quintessential sports car, Porsche has expanded the range into a family of ‘718’ models, meaning you can opt for slower versions that are more usable everyday, convertible Boxster and Spyder versions that are perfect for a summer’s day road trip, and hardcore cars like the GT4 that are ideal for a track day. There’s something for everyone in this range.

Alpine A110

You might not recognise the name Alpine – pronounced Al-peen – but there’s plenty of history behind it. It was a famous sports and race car manufacturer founded in 1955, and is perhaps best known for the rally success of its A110 model.

It ceased making cars in 1995, but the name was revived in 2017 with a new version of the A110, built by Renaultsport. It’s one of the purest sports car driving experiences on the market today.

Morgan 3-Wheeler

If you’re not too fussed about outright performance, instead looking for something that’ll put a smile on your face, look no further than the Morgan 3-Wheeler. Built to revive the iconic three-wheeler built between 1932 and 1952, it’s like nothing else on the road.

As the name suggests, it only has three wheels – two at the front, one at the rear – so grip isn’t particularly high. That does make it incredibly good fun to drive, though, and with its totally unique styling and outboard engine, you’ll certainly turn heads.

Caterham Seven 620S

There are countless Caterhams you could choose from, but right now our pick would be the recently updated 620S because it’s right at the sharp end of the firm’s this-thing-is-trying-to-kill-me driving experience spectrum. It’s the perfect antidote to those who argue cars are getting too big and heavy.

To give some context, this is essentially the race version of the Seven, tamed a little for the road. Emphasis on ‘little’…

Ariel Atom

In the super-lightweight, super-pure driving segment alongside the Seven sits the Ariel Atom. Its development is much more sophisticated than its styling suggests – to the untrained eye it looks scaffolding on wheels.

But under the minimal body work sits the ferocious engine from a Honda Civic Type R, while that scaffolding is actually just the chassis that’s normally hidden from sight by unnecessary addendum like doors.

BAC Mono

One of the most serious sports cars out there, the little-known BAC Mono takes the ‘race car for the road’ ethos to the next level. The company says its Mono sports car is ‘aimed at drivers who seek a purist driving experience’, so don’t expect creature comforts.

What you can expect, though, is supercar-esque performance, a central driving position, and one of the most capable track cars on the market.

Electrified cars are sweeping the new market, with just about every new vehicle launched having some kind of battery-powered or assisted variant.

Though these models promise efficiency and low-cost motoring, the cost of a new hybrid can be expensive as a result of the technology onboard. That doesn’t mean finding an electrified car on a budget is an impossible task though, with plenty of affordable used models sweeping the classifieds. We take a look at some of the best for £10,000…

Toyota Prius

Sure, the Toyota Prius may once have been the laughing stock of petrolheads across the world — seen as the car to end all fun on the roads.

But there’s a reason this hybrid sold well in its second-generation — being one of the first affordable and efficient electrified cars on the market. Popularity means there’s a lot out there on the second-hand market, with plenty of well-used examples available in our budget. These cars are notoriously reliable though, so there shouldn’t be much to worry about.

Honda Insight

Honda’s answer to the Prius, the Insight never quite took off the same way its competitor managed to — but still delivered bags of efficiency in an affordable package.

Our budget brings cars as recent as 2014 into the realms of possibility, with mileage from 30,000. Much like the Prius, these are renowned for reliability as long as they’re well-maintained.

Lexus RX 400h

Hybrid SUVs are quickly becoming commonplace, but Lexus was well ahead of that game with its RX 400h.

Back in the day, this Japanese machine proves hybrid technology didn’t have to be the preserve of aerodynamically-focused and spartan-designed city cars — and that the efficient tech could work in a more premium package. Reliability is strong, with very little to be concerned for.

Toyota Auris

The third Toyota-designed product on this list isn’t the last, and it continues to show just how ahead of the game the Japanese firm is with hybridisation — and how popular its models proved to be.

The Auris packed cutting-edge technology into an otherwise unassuming package, meaning it’s a car that’s unlikely to alienate drivers. High-mileage examples from as recent as 2015 can be had in budget, though we’d recommend looking for a slightly older, but higher-spec and lower mileage variant.

Honda CR-Z

When Honda revealed the CR-Z as the turn of the ‘10s, it looked set to be a proper sporty hybrid hatch — in the vein of the original and much-loved CR-X.

It didn’t quite prove to be the hot-hatch wannabe that many enthusiasts hoped for, but the CR-Z was still a fun little car — even packing a manual gearbox — and a stylish and efficient one at that. Plenty of low-milage examples can be had in budget and, much like the rest of this list, there are very few issues to report.

Suzuki Ignis SVHS

The newest car on the list may not be a hybrid in a full-blown sense, but Suzuki’s Ignis SVHS packs some clever electrified technology at an affordable price.

Its ‘mild-hybrid’ system allows for less time with the petrol engine in use — with pulling away and coming to a stop resulting in the power unit being switched off as a result of its larger battery. High-spec SV5 examples from 2017 come within budget, meaning any purchase should still be within Suzuki’s warranty.

Infiniti M

A 3.5-litre, V6-powered saloon producing 302bhp doesn’t sound like a natural addition to this list — but the Infiniti M is just that, and qualifies for our £10,000 hybrid goal.

It’s no performance car, but this premium effort from Nissan is a rare sight on UK roads — and packs plenty of luxury and kit considering the price point. Mileage will be high, but the six-cylinder engine is well-proven in its many applications so should be fairly bulletproof.

Honda Civic

From the unusual to the outright unassuming, Honda’s hybrid Civic never really set pulses racing — but that’s the charm of the package.

It takes the dependable Civic saloon platform and packs in its incredibly efficient hybrid powertrain to create a car that’s affordable to run and will never be a trouble to run. Examples top out at around £8,000, meaning there’s plenty of wiggle room in our budget.